Narrative:

We departed and heard a loud thud/pop just aft of the cockpit at a minute or so after we had pulled gear up. Called flight attendant after sterile to see if something had fallen in the cabin. They heard the sound as well; and said it came from somewhere below the forward lavatory. At that point we thought we must have hit a bird. No messages or anything of consequence for the remainder of climb and cruise flight. Approach into ZZZZ; when gear was called down and lever pulled; two mains were red and 'down'; while nose was red with red dashes. 'Ldg gear lever disagree' message also appeared. We went missed to a hold and the captain ran the QRH. After running the entire procedure; nothing changed on our EICAS screen for the gear indications. We brought the gear up and all 3 were green; and we diverted to ZZZ.I ran the QRH on this approach for redundancy. Initially requested low approach to have tower verify gear was down; and they did confirm that they could see our nose gear down. Came around for another approach and just before touchdown; I gave the brace command over the PA. Upon initial touchdown; nose gear did touch and hold the weight of the aircraft. As we continued to slow down; the nose began to collapse at roughly 80 knots. The front end of the aircraft was being sprayed with water and we smelled burning; and proceeded to evacuate at the rear of the aircraft. I verified (along with both fas) that all passengers were accounted for. We were told that one person may have sprained their ankle. Not sure what the cause was; so it is difficult to speculate what could have been done differently to prevent this situation. It appears to have occurred once airborne; and at that point was out of our control as far as prevention goes. We were not directed to any kind of massive system failure (hydraulic; fuel; etc.); but checking all of the synoptic pages might have been a good idea. Although if there had been a problem; we would have seen something on the EICAS. I believe that we did everything in our ability to get that gear to come down and lock.

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Original NASA ASRS Text

Title: EMB-175 Captain reported a loud thud just behind the cockpit about a minute after the gear was retracted. During approach when the gear was extended; an unsafe indication was received and the crew elected to divert to a suitable airport. The tower indicated the nose gear was down; but upon landing it slowly collapsed.

Narrative: We departed and heard a loud thud/pop just aft of the cockpit at a minute or so after we had pulled gear up. Called FA after sterile to see if something had fallen in the cabin. They heard the sound as well; and said it came from somewhere below the forward lavatory. At that point we thought we must have hit a bird. No messages or anything of consequence for the remainder of climb and cruise flight. Approach into ZZZZ; when gear was called down and lever pulled; two mains were red and 'DOWN'; while nose was red with red dashes. 'LDG GEAR LEVER DISAGREE' message also appeared. We went missed to a hold and the captain ran the QRH. After running the entire procedure; nothing changed on our EICAS screen for the gear indications. We brought the gear up and all 3 were green; and we diverted to ZZZ.I ran the QRH on this approach for redundancy. Initially requested low approach to have tower verify gear was down; and they did confirm that they could see our nose gear down. Came around for another approach and just before touchdown; I gave the brace command over the PA. Upon initial touchdown; nose gear did touch and hold the weight of the aircraft. As we continued to slow down; the nose began to collapse at roughly 80 knots. The front end of the aircraft was being sprayed with water and we smelled burning; and proceeded to evacuate at the rear of the aircraft. I verified (along with both FAs) that all passengers were accounted for. We were told that one person may have sprained their ankle. Not sure what the cause was; so it is difficult to speculate what could have been done differently to prevent this situation. It appears to have occurred once airborne; and at that point was out of our control as far as prevention goes. We were not directed to any kind of massive system failure (hydraulic; fuel; etc.); but checking all of the synoptic pages might have been a good idea. Although if there had been a problem; we would have seen something on the EICAS. I believe that we did everything in our ability to get that gear to come down and lock.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.